Rail and multi-modal transport

This paper elaborates on the definitions of inter and multi-modal transport, as well as their differences in terms of performance. A survey of the barriers, both internal and external, to an efficient intermodal transport is included followed by an analysis of the advantages and disadvantages of combining rail transport with the other transport modes. Transhipment technologies for efficient freight service and some examples of freight rail corridors between sea and inland terminals are presented. The integration between air and rail transport is discussed and the potential synergies between air and high-speed rail services are emphasised. The paper concludes with a discussion on energy use for sustainable rail performance.     

Numerical analysis of cavitating propeller and pressure fluctuation on ship stern using a simple surface panel method “SQCM”

This paper presents a calculation method for the pressure fluctuation induced by a cavitating propeller. This method consists of two steps: the first step is the calculation of propeller sheet cavitation, and the second step is the calculation of pressure fluctuation on the ship stern. It is for practicality that we divide the method into two steps but do not calculate these steps simultaneously. This method is based on a simple surface panel method “SQCM” which satisfies the Kutta condition easily. The SQCM consists of Hess and Smith type source panels on the propeller or cavity surface and discrete vortices on the camber surface according to Lan’s QCM (quasi-continuous vortex lattice method). In the first step, the cavity shape is solved by the boundary condition based on the free streamline theory. In order to get the accurate cavity shape near the tip of the propeller blade, the cross flow component is taken into consideration on the boundary condition. In the second step, we calculate the cavitating propeller and the hull surface flow simultaneously so as to calculate the pressure fluctuation including the interaction between the propeller and the hull. At that time, the cavity shape is changed at each time step using the calculated cavity shape gotten by the first step. Qualitative agreements are obtained between the calculated results and the experimental data regarding cavity shape, cavity volume and low order frequency components of the pressure fluctuation induced by the cavitating propeller.     

Optimization of shipyard space allocation and scheduling using a heuristic algorithm

In this article we describe the development of a tool that allows planners to efficiently and effectively plan space within valuable areas of a shipyard. Traditionally, space is considered as resource; however, it is difficult to accurately account for and plan its consumption with the currently available planning software’s. The spatial scheduling tool described in this article can be used by planners to manually or automatically reserve space within the shipyard for construction of large blocks over the entire erection period of the ship. The software is coupled with a heuristic optimization solver inspired by an algorithm used for "3D bin-packing problems." The result is the ability to efficiently generate and compare multiple space allocation alternatives in a reduced time with the ultimate goal of maintaining the critical ship erection schedule. A better solution than manual or semi-automatic allocation of blocks can be obtained through the optimization module.     

Multicommodity network flow model for Asia's container ports

This paper seeks to develop a multi-commodity network model to analyse the flow of containers within the Asia Pacific context. The model is used to evaluate the impact of container throughput in Asia's port by varying terminal handling charges and turnaround time. The three main regions analysed are north-east Asia, east Asia (Chinese port region) and south east Asia. Using the model, it could be shown that Busan port, which is an important transhipment hub in north-east Asia, could boost the container activities in the north-eastern part of China by improving its service quality. It is also found that the efficiency of the land link between Hong Kong and mainland China plays a crucial role for the future of Hong Kong port. While Singapore port maintains its position as a transhipment hub in south-east Asia, there would be expected competition from neighbouring low costs ports.     

Optimizing the transportation of international container cargoes in Korea

This paper considers a multimodal transportation problem, which is the problem of determining the transportation flow, i.e. volume of container cargoes, and the transportation mode in each trade route, for the objective of minimizing the sum of shipping and inland transportation costs. The problem takes account of two restrictions: maximum cargo volumes capacitated at each seaport and maximum number of vehicles available at each transportation mode. To solve optimally the problem, this paper employs a mixed integer programming, which is an operations research technique. A case study is performed on the container cargo data in Korea and we draw several implications to improve efficiency in the transportation of international trade cargoes in Korea.     

On the nature and sorces of controversy in the economic analysis of the liner shipping industry†

The simulations performed show that demand for quality tankers has to increase by 30% for a two-tier tanker market to emerge. The two-tier freight structure will only last for 3–5 years due to contracting induced by higher freight rates. This means that OPA does not by itself result in higher freight rates for tankers that comply with the requirements. If Western Europe also closes their trades to substandard tankers, a two-tier market emerges and quality tankers obtain a premium. The paper presents a simulation model for international tanker markets. The non-linear complementary equilibrium model solves for a sequence of static equilibria in segmented tanker freight markets, shipbuilding and scrapping markets. Freight markets are segmented according to quality requirements for tankers. The model specifies three tanker classes and one—quality tankers—can operate both market segments.     

A combined tramp ship routing,fleet deployment,and network design problem

In this paper, a tramp ship routing model of fleet deployment in a hub-and-spoke network is presented. This model simultaneously determines the selection of hubs, the assignment of spokes to hubs, the deployment of feeder-containerships as well as containership routing between spokes and spokes, hubs and spokes, and hubs and hubs. Even though some parts have been studied, this complex combination of shipping problems has never been addressed. Because the problem is NP-hard, a genetic algorithm (GA) with local search is proposed. In the algorithm, a cut-off procedure is applied to fleet deployment in a sub-route strategy. A number of randomly generated problem instances are solved by both a mathematical program and the GA with local search. A simple but realistic heuristic algorithm is also developed. Both the GA with local search and the heuristic algorithm are used to solve a number of real case instances. A comparison of the results shows the efficiency of the GA with local search. The developed model can be used as a route-decision support tool for shipping companies that provide long-haul shipping services in a hub-and-spoke network.     

Mature hub ports in the free trade environment,the way forward from a global supply chain perspective: an Asian case

Asia-Pacific countries with divergent economic and political backgrounds developed a regime of bilateral free trade agreements in response to globalization. Challenged by the 1997 and 2008 financial crises, this Asian trade regime has remained intact, although the most powerful stakeholders have changed positions, as indicated by the strong emergence of China in the past decade. Efforts of key trading partners to tackle non-tariff barriers (e.g., rule of origin and customs formalities) in the region have yielded little progress thus far. Instead of aiming at a regional consensus on non-tariff barriers by all member states, a global supply chain (GSC) approach is recommended. Mature hub ports at strategic locations with advanced institutional measures could set up international trade facilitation centers co-locating multinational customs formalities. This GSC approach may also be adopted to construct a GSC hub development model that explains the transformation of hub ports.     

A decision-making solution to ship flagging out via administrative maritime strategies

The choice of flag is one of the main strategic/critical decisions for shipowners in the initial stage of maritime enterprises. On the other hand, flagging out has a great influence on the prestige and economic benefits for traditional maritime countries. To address this issue, this paper proposes a Multiple Criteria Decision Making (MCDM) approach using a Primarily Strategic Action Plan (PSAP) in a short-run period and a Secondary Strategic Action Plan (SSAP) for a long-term perspective. The case is demonstrated with respect to the flagging out issue in Turkish shipping fleet. It measures the decision-making tendencies of shipowners using Turkish National Shipping Registry (TNSR), Turkish International Shipping Registry (TISR), and Open Registries (ORs) as potential shipping registry alternatives. The model outcomes originally contribute to Turkish maritime policy, especially in terms of strengthening and reinforcing of TNSR procedures.     

Disruption risks and mitigation strategies: an analysis of Asian ports

The critical nature of a seaport is a connection point. In addition to the effect on port operations, a port disruption will be a strain on trade flows and the various parties concerned. Climate change, oil spill, security, social and political instability are increasing concerns over the years which would lead to higher risks. With significant growing trade volume in Asia, there is a pressing need for comprehensive studies to prepare ports for disruptions. This paper aims to analyse and categorise the disruptions that have occurred in Asian ports and estimate the likelihood of recurrence based on the data since the year 1900. Results reveal a rising trend of disruptive events. Natural disasters and labour strikes are the two main causes of port disruptions, while natural disasters lead to the highest severity in terms of cargo tons affected. Mitigation strategies proposed in terms of both preventive and reactive measures are specifically designed to reduce the likelihood and severity of the various types of port disruptions. The paper provides recommendations on risk mitigation for relevant parties.